Train-pipe coupling.



No. 850,486. PAYTENTED APR. 16, 1907.

' E. D. PIPER.

TRAIN PIPE COUPLING. APPLIOATIONPILBDIAUG.13,1906.

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PATENTED APR.16, 1907.

E.'D. PIPER. TRAIN PIPE COUPLING. APPLIOAT'ION FILED AUGJS, 1906.

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ITIZD STATES PATENT OFFICE.

EDWARD D. PIPER, OF CHICAGO, ILLINOIS, ASSIGNOR TO COUPLERS ACCOM- MODATOR CO, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TRAIN-=PIPE COUPLING.

Patented April 16, 1907.

Application filed August 13,1906. Serial lilo. 830,375.

To rt/Z whom it may concern:

Be it known that I, EDWARD D. PIPER, a citizen of the United-States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Train-Pipe Couplings, of which the following is a specification.

My invention relates to improvements in train-pipe coupling; and the objects of my improvements are, first, to provide means for Like necessary movements of the coupling members and the coupling devices as a whole when the line-pipe members are being coupled and when the train is in motion; second, to produce means for such purpose adapted to be used with any type of tram line-pipe connections, including the side post and the butt types, and, third, to provide line-pipe devices which permit longitudinal, vertical, and transverse movements of the coupling members to adapt the same to the variant positions of the adjacent ends of two cars in coupling and when the train is in motion.

I/Vith the above and other objects in view this invention consists, primarily, in the improved devices for supporting and the means for causing and permitting the various movements of the coupling devices when they are being coupled and when the train is in motion; and, further, my invention consists 1n the novel features and in the combination and arrangement of parts hereinafter more specifically described, illustrated in the drawings, and particularly pointed out in the claims hereunto appended.

In describing the invention in detail reference is had to the accompanying drawings, forming a part of this specification, wherein the numerals. of reference indicate corresponding parts throughout the several views, and in which Figure 1 is a side elevation of car-coupling heads and train-pipe couplings just before interlocking engagement. Fig. 2 is a side elevation of the same, partly in section, and after being coupled. Fig. 3 is a cross-section of the casing and on line 3 3 of Fig. 4. Fig. 4 is a longitudinal section of the casing. Fig. 5 is a forward end elevation of the casing, and Fig. 6 is a modification.

One embodiment of my invention and a practical way of putting the same into operation is as follows:

Referring to the drawings by referencenumerals, 8 represents a car-coupler head, preferably of the J anney type, mounted at the end of a car in the well-known manner, with my improved means for supporting and the devices for causing and permitting the various movements of the parts, depending therefrom. The casing or spring-support 9 may be of any desired form, (that shown is rectangular in transverse section,) and it may be cast or built up, its only purpose being to support and make operative the pipecoupling devices. In 9 is mounted what I term a coupling-stem 10. This couplingstem is provided at its forward end with a pipe-coupling member 11, which may be of any preferred type or construction, and at its rear end the stem has a foot-plate 12, the one shown in the principal figures being rectangular. In movable contact with footplate 12 is what I term a buffer-plate" 13, which is perforated at 1 1 to receive rods 15. Abutment-plate 16is also perforated at 17 to receive the opposite ends of rods 15. Around these rods and between plates 13 and 16 are spiral springs 18, constituting a spring element. It will be noticed the rods will prevent buckling of the springs. 'Plate 16 is removable and is held in position by bolts 19. The heads of rods 15 may be countersunk, so that at all times the foot-plate 12 will contact with buffer-plate 13, if desired. The tension of the spiral springs tend to restore the couplingstem to normal position, whenever deflected from such position, if released from the deflecting force, and will keep the front ends of the rods and the buffer-plate in firm but movable contact with the rear surface of the foot-plate. When the pipecouplings are uncoupled, the margin of the front surface of the foot-plate is forced against the inner surface of the end plate 20 of the casings. The foot-plate preferably has four sides and'four angles to prevent rotation of the. stem. The rods 15 are slidably sealed in perforations 14 and 17. At the forward end of the casing 9 is an end plate 20, having an aperture therethrough of comparatively large dimensions. Behind this end plate and in front of the buffer-plate and in movable contact with the bolt-heads 21 or the buffer-plate, or both, depending upon the angle of the stem, is the foot-plate 12. Hangers 22 and brace-bars 23 support the springsupport or casing 9 and pipe-coupling de l v ces. As previously stated, the end plate 20 has a comparatively large aperture foursided. In Fig. 6 this aperture is circular. It will be apparent the springs will receive the impact and relieve the coupling mechanism from the shock of coupling the cars and pipe. It will be apparent that the stem may be de flected radially in any direction to any point of a circle whose center is the longitudinal axis of the stem when in a position of rest. At the forward end the casing has flanges 26, through which are bolts 27 to secure the end plate 20. The steam or air pipe is indicated by 29.

It will be noticed the pipe-coupling member extends a short distance in front of the head and the pipe-couplers are the first to engage and interlock when the ears are brought together and last to disengage in the act of uncoupling the cars. Preferably the pipecoupling members 'couple and uncouple au tomatically, no manual labor being required.

Fig. 6 represents a modification of my invention, in which is a cylindrical casing 24 with a single spiral spring 25. In this form no buffer-plate is used, the forward end of the spring 25 being in movable contact with the rear surface of the foot-plate 10.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end and a con ling-stem normally disposed axially in sai aperture and out of contact with the wall of the same to permit deflection from the line of its axis relatively to the support.

2. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, and a foot-plate on the rear end of the stem.

3. In a train-pipe coupling, the combination of a spring-supp rt having a comparativel y large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, a foot-plate on the rear end of the stem, and a pipe-coupling member.

4. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, a footlate, a pipecoupling member and a spring e einent.

In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a cou 'iling-stem less in cross-section than the diameter of the aperture, a foot-plate on the stem, a plurality of springs, and a pipe-coup ling mcn'iber.

6. In a train-pipe coupling, the combination of a spring-support having a comparativel y large aperture in its forward end and a coupling-stem normally out of contact with. the wall of said aperture, and a car-coupler.

.7. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a coupling-stein less in cross-section than the diameter of the aperture, a foot-plate on one end of the stem, and a car-coupler.

8. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, a foot-plate on one end of the stem, a pipe-coupling member, and a car-coupler.

9. In a train-pipe coupling, the combina tion of a spring-support having a comparatively large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, a foot-plate, a pipecoupling member, a spring element, and a car-coupler.

10. In a train-pipe coupling, the combination of a spring-support having a comparatively large aperture in its forward end, a coupling-stem less in cross-section than the diameter of the aperture, a foot-plate on the stem, a plurality of springs, a pipe-coupling member, and a oar-coupler.

In testimony whereof I a'llix my signature in presence of two witnesses.

EDIVARD D. PIPER.

Witnesses S. ELvA KELLOGG, WVILLIAM I. CRAWFORD 

